Economizer



R. W. SLOANE Oct. 2, 1951 ECONOMIZER Filed Dec. 51, 1946 2 @05E/5% afm/f Patented ct. 2, 1951 NOFFICE nThe present invention, relates to carburetors ford internat.combustionA enginessuch as44 those generally used in automotive Avehicles and the like ,and moreparticularly toan..e,co11omizne and power .enrichment c system in or the aforesaid i Y1Ca.rburetors for.. providing an economical. fuel-air `mixture fornormal.eneneoperation.and an e11- riched mixture for; high .power engine perform- .One of the primary objects of. the. present invcntion is to provide, in acarburetor for an internalcornbustionf engine, afuelsystem for giving highccoriomy innorrnalv engine; operatonand for givingpoweriorspeed and highpowerengine output, wherein the` transition from theeconomy range to thepower rangeissmoothand. suicientlyrapid to satisfyengine fuelrequirernents.

V Anotherobiect ottheinventionisto provide inthe aforesaidcarburetorsasystem ingwhich the fuel -isthorocghiy emulsinedto, obtain high economy while the engine is running in the normal operating range.

Another object of the presentinyeritiom is to provide in the aforesaid carbulotorsasystem for Asfurther .object is. to providein .a carburetor a simple and highly reliablernechanism for vgiving maximum economy inthenormaloperating range of an engineand forgiving an enriched fuel-air mixture for.high.power. performance.

`Still .another object of the invention .fistoprol vide adependable and long wearing economizing andl powerenrichment system for the vaforesaid Acarburetors,` in which are provided .a minimum ynumber of moving parts and which maybereadily.. assembled in ..operatingl positionin :saidycar- `.louretors` A Another object .is to provide an economizing `and power enrichment mechanism for. an, internal combustion engine which issimple in .desgnand w economical to manufacture.

. Eurther objects `and advantages of the inven L .1. l l tion Will- .appear hreihatel. from the criollo/Wing lRobert W. Sloane, Detroit, Mich., assignor to oir-Corp A A orat'ionglSouthjBend,Ind., Afa; corporation offDelaware s ApplicationDecember 31, 196, .Serial No.. 719,577

. description when read with reference to the accompanying drawings. Although the `detailed description and drawings disclose but one sped cinc "ernbodim'ent'of` my economizing and power `en'ri'chrnent system in combination with olyone type `of carburetor, it is to be understood'that variations in structure of the elements comprisingtheV invention, as well as adaptations offthe invention to other types of carburetors, Aare"'pos sible"without departing `from the'sc'ope vof my `present invention. o I thereforec'ontemplate the use'ofany or all such variations `andadaintations as properly fall within the scope'of` the `apiieazlnded A n the drawings: l Figurel isva vertical section through a caroburetor of an "internal combustion engine 'showo ing the relationship ofthe present economizing and power enrichment system to the various other elements comprising the carburetor;

Figure 42Ais a fragmentary View showing the Neconomizing and power enrichment system in c position for normal: engine operation; and

With reference to iFigure 1 of the drawings,

Figure 3 is a `section taken on line 3-3 of Figure 1.

the. present economizing and power enrichment `device is shown assembled in a horizontal inlet type carburetor, which tor the purpose of illustrating the present invention may beconsidered A oonyentional indesign, including all the principal ieaturesusualiypresent in a iioat type carburetor i'orHinternail combustion engines.` In the car- `louretor, an air intake lil contains a horizontal vinduction passage l2A therethrough having an air f. ...inlet lli and air outlet iii, the air inletubeing provded with an external flange i8 4for receiving an airlter or horn (not shownhand the air outlet being provided with aliange 20 for mounting said air intalie on adowndrart throttlebody 22.

A choke valve Z3 is mounted on snaft in the inlet ifi and is adapted'io beactu'ated by either a manual or automatic control mechanism 'l (not shown) connected to one end of said shaft. A large Venturi 2t is disposed in the'oiitlet oi' the induction passage I2 of the air intake iii and ew ids into the top portion oithrottlefbo'dy 22, "V `said venturi being secured in piacebythe se'fating of an annular rib 2S oi' the Venturitubein adjacent recesses and ofthemainandtlirottle bodies' respectivey. A small orse'condaryfventuri' 34' is disposed intheiarge venturiV an gheld 3 venturi and preferably being formed integrally with the small and large venturis.

The throttle body 22 which is secured to the air intake is mounted on intake manifold 38 and secured thereto by machine bolts 40 inserted in holes 42 of external flange 44 of the throttle body and flange 48 of the manifold. Throttle ,valve 4'8 is mounted on shaft 50 in the induction passage of the throttle body and is actuated by a throttle valve lever 52 mounted on one end of ecl to receive a governor for controlling the position of said throttle valve in accordance with some engine operating condition. AA pin'54 seated in theexternal surface of Vthe throttle body, in cooperation with a screw 50 mounted in the throttle valve lever, serves asa stop -for limiting the closing movement of said throttle valve.

A float chamber or fuel bowl 58 is mounted directly above Ythe vertical section of the induction passage and contains therein a pair of floats 80 which are supported by a bifurcated arm 52 on a bracket 66V adjacent a fuel inlet valve 10 and which are adapted to regulate the ow of fuel into the carburetor fuel bowl by controlling fuel valve in accordance with the quantity of fuel in said fuel bowl. Valve 10'is slidably received in Valve sleeve 12 which forms a discharge aperture for the fuel inlet conduit 14, said valve being supported and retained in said sleeve by arm 62. A main discharge jet 163having its discharge end in the secondary venturi 34 delivers metered fuel from the main metering orice or jet 18 and annular fuel passage 80 to the induction passage in accordance with the flow of air entering the engine. When the throttle valve is opened during the operation of the engine, fuel is drawn by the suction in -the venturis from fuel bowl 58 through main metering orifice 18, upwardly into passage 80 surrounding the main discharge jet 16 and is then discharged from said jet into the induction passage. A passageway 82 formedY by sleeve 84 surrounds annular passage 80 and is connected to saidannular passage by a Vplurality of small calibrated orifices 86 distributed over sleever84, said calibrated orices together with an air vent 81 connecting, the air space above the fuel in bowl 58 with passageway 82, being adapted to serve as air -bleeds for the main discharge nozzle when the main metering jet is in operation.Y The lower set of holes provides a source of idling fuel when the idling system (not shown) is in operation during the time the throttle valve is in closed or substantially closed position. A conduit 88 connecting the air inlet I4 of the inductionpassage with the space above the fuel inthe float chamber maintains the air pressure in Vsaid chamber nearly'equal to the atmospheric pressure or equal to the pressure between the Venturi and an air filter mounted on ange I8. A Vacuum actuated accelerating pump 89 is shown in Figure 3 situated near the main discharge nozzle in float chamber 5,8, and is adapted vto discharge fuel through accelerating jet 90 located at the upper endof nozzle 16. Y n

The economizing and V'power enrichment system forming the subject matter of the present invention includes a `vertical conduit 9| communicating with the induction passage adjacent the fuel discharge nozzle 10, a second vertical conduit 92 communicating with an annular 'well 94 at the discharge nozzle and a passage 96 connecting the two vertical conduits adjacent the upper ends thereof. The annular well 94 is disposed at A l0 shaft 50, the opposite end of shaft 50 being adapta level below the annular fuel passage 80 and main metering jet 18 and communicates with the interior of the discharges nozzle 16 through a plurality of equally spaced ports 98 in the wall `system for interrupting the flow of air therethrough when the engine is operating in the power range, and consists of a reciprocable piston |04 disposed in a cylinder |06 at the upper end of Yconduit .9| and in alignment therewith, a spring |08 'for urging said piston downwardly to its closed. position and a conduit ||0 connecting the upper end of cylinder |06 with the induction passage on the engine side of the throttle valve, as

shown at ||2, in order to subject the top side of piston |04 to engine suction. When piston |04 is in its lowermost position in cylinder |05, it separates passage'96 and conduit 9| from one another and prevents the iiow of air through the power enrichment system. As engine suction increases, as when the throttle valve is closed, piston |04 is lifted into the upper portion of cylinder |06 in opposition to spring |08, thus uncovering the end of passage 95 and permitting the flow of air through said system into the discharge nozzle 16. A replaceable restriction ||4 may be provided in conduit l0 in order that the effective size of said-conduit can be adjusted tothe desired capacity by merely changing the restriction,said restriction preferably being disposed adjacent the induction passage or at a point of juncture between two parts of the carburetor, as at H8, to facilitate the removal and replacement of the restriction. If a governor throttle valve is disposed in the induction passage below throttle valve 48, conduit ||0 should be extended to a point in the induction passage below the governor throttle valve.

When the throttle valve is closed or only partly open for'moderate speed or normal engine operation, the engine suction in the induction passage on the engine side of throttle valve 48 lifts piston |04 to the upper end of cylinder |06, thus exposing the passage 96 to the air in conduit 9|. The air flowing through the economizing system and ports 98 into the discharge jet has the effect of lessening the Venturi suction on the fuel posterior tothe metering jet 18 so that the differential across said metering jet and the flow of Vfuel therethrough are decreased, thus diminishing the quantity of fuel delivered to the induction passage per volume of air flow therethrough.` VIn holding down the fuel flow from the nozzle by the admission ofair thereinto, an economical fuel mixture for normal part throttle engine operation is provided. When speed and Vfull power are required, the throttle valve is moved to wide open position and during such movement the suction in the induction passage on the engine side of throttle valve 48 is decreased appreciably, thus permitting spring V.|08 to overcome engine suction in cylinder |06 and to lower piston |04 to the position at .which passage 9B is closed, thus preventing air from owing throughl the economizingY systemY into the discharge nozzle. As a result, the quantity of fuel delivered by the main discharge nozzle 1.6 is increased so that the for speed and high power is supplied by a system in which the fuel is already flowing in the direction to be discharged, the greater demand of the engine for additional fuel is readily met.

Operation In the operation of an internal combustion cngine equipped with the carburetor described herein, the suction in the induction passage on the engine side of the throttle Valve when said 4valve is closed or only partly open, draws piston |919 into the upper portion of cylinder |98, as shown in Figure 2, in opposition to the force of spring |08 urging said piston to the closed position. While the piston is held in the upper portion of cylinder |95, the suction created by air flow through the venturis draws fuel through the discharge nozzle from annular passage 80 and -air from the economizing and power enrichment system through conduit 9|, passage 9B, conduit 92, well 94 and ports 98 thereof. This air forms an emulsion with the fuel which readily vaporizes in the induction passage 0f the carburetor and in the intake manifold. Piston |94 remains in its lifted position as long as engine suction is suffin cient to overcome the force of the spring I 98 urging the piston to its closed position. rIhe time at which piston |04 will open or close passage 98 when the throttle valve is open or closed can be approximately predetermined by correlating the calibration of spring |08 and the effective size of restriction |4 in conduit l0. The calibration of said spring and effective size of the restriction preferably are so correlated that piston |94 will be moved to the position at which passage 9S is closed when the throttle valve approaches wide open position.

When the suction in the induction passage is dissipated by the opening of the throttle Vvalve for an increase in speed or power, piston |04 moves t0 the lower end of cylinder |96, as shown in Figure l, closing passage 95 and interrupting the flow of air through conduits 9| and 92 to well 94 and into the disch-arge nozzle. As a result of the decreased supply of air, the effect of the Venturi suction on the fuel pressure in the fuel system posterior to the metering jet 19 is increased so that said fuel pressure decreases causing a greater differential across said metering jet and a greater ilow of fuel therethrough; consequently the quantity of fuel in relation to the volume of air flowing through the induction passage is increased.

From the foregoing description of the present invention it is apparent that a comparatively simple economizing and power enrichment system or mechanism has been developed to give reliable and economical service over a long period of time, and, because of its simplicity, the aforesaid system or mechanism is readily adapted to many diierent designs of the float type carburetor. The modifications necessary to adapt the present system or mechanism to carburetors other than the specific embodiment given for illustration herein will be apparent to those skilled in the art.

I claim:

1. In a carburetor having an induction passage: a discharge nozzle, a constantly open air bleed communicating with said nozzle, a conduit communicating at one end with said discharge nozzle posterior to said air bleed and at the other end with said induction passage for bleeding air into said nozzle, a valve in said conduit for controlling the flow of air therethrough, said valve including a cylinder interposed between two sections of said conduit, a passageway connecting one end of said cylinder to said induction passage for transmitting engine suction to said cylinder, a reciprocable piston in said cylinder separating therein said passageway from said conduit and adapted to be actuated in response to engine suction, and a spring adapted to urge said piston to Ia position for fully interrupting the air flow through said conduit.

2. In a carburetor having an induction passage with a throttle valve therein: a discharge nozzle, a constantly open air bleed communicating with said nozzle, a conduit communicating at one end with said discharge nozzle posterior to said air bleed and at the other end with the induction passage anterior to the throttle valve for bleeding air into said nozzle, a valve in said conduit for controlling the flow of air therethrough, said valve including a cylinder interposed between two sections of said conduit, a passageway connecting one end of said cylinder to said induction passage posterior to said throttle valve, a piston in said cylinder separating said passageway from said conduit and adapted to be actuated by engine suction, 'and a spring adapted to urge said piston to a position for fully interrupting air flow through said conduit.

3. In a carburetor with an induction passage having therein a choke valve, a throttle valve and a fuel nozzle between said valves: a well around said nozzle connected with the interior thereof by Ia plurality of ports, a duct forming a constantly open air bleed for said well, a conduit communicating at one end with said discharge nozzle posterior to said well and at the other end with said induction passage between said Valves for bleeding air into said nozzle, a valve in said conduit for controlling the flow of Iair therethrough, said valve including a cylinder interposed between two sections of said conduit, a passageway connecting one end of said cylinder to said induction passage posterior to said throttle valve for transmitting engine suction to said cylinder, a reciprocable piston in said cylinder separating therein said passageway from said conduit and adapted to be moved by engine suction to a position permitting air ow through said conduit, and a spring adapted to urge said piston to a position for fully interrupting air flow through said conduit, whereby air is permitted to bleed through said conduit into said discharge nozzle only when the throttle valve is in closed or in part throttle position.

ROBERT W. SLOANE.

y REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,841,687 Stokes Jan. 19, 1932 1,842,690 Stokes Jan. 26, 1932 1,858,835 Mabee et al May 17, 1932 1,882,725 Asire oct. 18, 1932 1,929,266 Viel Oct, 3, 1933 2,093,205 Mullen Sept. 14, 1937 FOREIGN PATENTS Number Country Date 399,959 Great Britain Oct. 19, 1933 

